Abram nathan lamport



(No Model.)

A. N. LAMPORT. SAFETY OAR.

No. 453,558. Patented June 2,1891.

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UNITED STATES PATENT ()FFICE'.

ABRAM NATHAN LAMPORT, OF NElV YORK, N. Y.

SAFETY-CAR.

SPECIFICATION forming part of Letters Patent No. 453,558, dated June 2, 1891.

Application filed Fehruarylfl, 1891. Serial No. 381,856. (No model.)

.To all whom it may concern:

Be it known that I, ABRAM NATHAN LAM- PORT, of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Safety-Cars; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawing, which forms part of this specification.

My invention relates to an imprm ement in safety-cars; and it consists in the combination of a series of rectangular frames which are covered with rubber or other suitable sub stance, a spiral spring placed inside of the car and extending from one end to the other, and a suitable mechanism placed inside of the car for holding the rectangular frames the required distance apart, as will be more fully described hereinafter.

The object of my invention is to produce a safety-car which can be placed either in front of the locomotive or behind the train, and which in case of a collision will close together against the pressure of the spring placed inside of it, and thus prevent injury entirely, or very greatly lessen the eifects of the collision.

The accompanying drawing represents a safety-car which embodies myinvention, the side of the car being removed so as to show the operating parts.

Arepresents the safety-car, which is formed of a series of rectangular frames B, of any suitable construction, and which are covered over by the rubber C and mounted upon the wheels D. In order to keep the frames B pressed a suitable distance apart, there are pivoted to these frames both near their upper and lower ends a series of levers F, which are pivoted both to the frames B and to each other, and to their upper ends are fastened the weights G, which serve by their downward pressure not only to keep the frames B pressed apart, but to assist in returning them to position after the car has been collapsed.

Placed inside of this car is a spiral spring (or springs) II, which is largest at its front end and which has its smaller rear end placed between suitable supports or keepers I. I11 order to support not only the keepers but the spring itself, there are a number of chains J, which hang down from the top of the car and make connection with them, as shown, so as to keep them always in position. This spring or springs II will have sufficient power when two trains run together to gradually resist the force of the collision, and in being compressed to allow the sections ll to move backward with it, and if not entirely break the force of the collision at least to prevent the wrecking of the engine and cars and the loss of the lives of the passengers. After the collision, when the parts are left free to move, the springs, the levers 1 and weights G will serve to force the frames apart again and cause the car to assume its original shape.

As here shown, the upper front portion of the car is made to project a suitable distance outward and over the top of the cow-catcher or sweep; but I do not limit myself to this precise construct-ion.

Extending from the extreme front end of the car and from about the center of the point where the safety-car is to be struck is the rod or rods K, which have its or their lower ends to bear against the axle of the front wheels, so that as the frdnt portion of the car begins to move backward a pressure will be exerted upon the front axle to assist in stopping the axle from revolving. Another rod or rods L extend from the upper front corners of the ear diagonally backward and downward, so as to bear against the axle or axles of the front wheels of the locomotive in front of which the safety-car is to be placed. Also, extending from the lower front corner of the car is a rod N, which extends diagonally upward and backward, and which rod is supported near its center upon one of the frames B, and has its rear end to catch under and against a corresponding rod 0, which extends diagonally backward and downward and bears against the axle of the rear wheels. Also, extending diagonally backward and upward from the bottom of the car, just in the rear of the front axle, is a second rod P, which has its rear end to bear againstthe under side of the rod 0, which is held down in contact with the ends of the rods N and P by means of the weight Q. These rods, when the car begins to ICO be compressed, cause the rod 0 to bear against the rear axle for the purpose of checking the revolution of the wheels. j

This safety-car is provided with means for attachment to the front end of the locomotive or to the car in the rear of which it is to be placed. Although two series of rods F and weights G are here shown, they may be di. pensed with, if so desired, for the tension of the spring or springs will be sufliciently great to cause the sections B to spring apart into their proper positions after they are left free to move.

Having thus described my invention, I

15 claim- 1. A safety-car composed of a series of frames which are covered by any flexible material, in combination with a spring or springs H, which are placed inside of the car and extend from end to end, substantially asshown.

2. In a safety-car, the combination of a series of frames, a series of pivoted levers connected to the frames, a series of weights attached to the upper ends of the levers, and a spring or springs placed inside of the car and extending from one end to the other, substantially as described.

3. The combination of a collapsible car, a spring placed inside of the car, and rods which extend from the front end of the car and bear against the axles of the wheels, substantially as set forth.

4. The combination, with a collapsible car and a spring placed inside of it, of the rods N P O and the weight Q, connected to the rod 0, the rear end of the rod 0 being made to bear against the axles of the rear wheels, substantially as specified.

In testimony whereof I affix my signatn re in presence of two witnesses.

ABRAM NATHAN LAMPORT. WVitnesses:

LEON WELTFISCH, BERNARD BLANKFERT. 

